Suspension-spring system for automobiles.



0-. A, LIEB. SUSPENSION SPRING SYSTEM FOR AUTOMOBILES.

- APPLICATION FILED 10110.3, 1908.

Patented. Sept. M19059.

and this produces a wrenching strain upon UN TED STATES PATENT orrion CHARLES A. LIED, on NEW YORK, N. Y. I

SUSPENSION-SPRING SYSTEM FOR AUTOMOIBILES.

T 0 all whom it may concern:

Be it known that 1, CHARLES A. Liar, a citizen of the United States, and a resident of the boron h of Manhattan, city, county, and State of ew York, have invented a new and useful Improvement in Suspension- Spring Systems for Automobiles, of which the following is a specification, reference in which one of the sprin s used at the front axle is shown enlarged; ig. at illustrates a view the same as Fig. 1 in which one of the double springs used at the rear axle is shown enlarged. It will be understood that the drawings illustrate only such ofjhe parts as are desirable for a clear understanding of. the invention. Structural details are omitted.

The sprin is of automobiles, as heretofore used, have a most invariably been arran ed in such manner that their axes are para lel with the axis of the vehicle, so that the line of direct compression of the springs would-- be a vertical one. When an automobile, supported upon such a spring system and movlng at a speed of thirty or forty miles an hour, encounters the usual road depression, elevations or obstructions which roduce shocks greater than can be readily a sorbed by the pneumatic tires, a chan e in the direction of movement of the b0 y or chassis of the automobile, as well as of the passengers is the result, because they no longer move in the same plane as the general surface of the road, on the contrary, are deflected downwardly or upwardly therefrom,

the springs and a tendency to arrest the orwar movement of the body or chassis, be-

cause the springs are applied thereto in such manner as to prevent such movement when the forward movement of the wheels is jarrested. Moreover the strain does not come upon the springs in such lines as to squarely or directly compress them; on the contrary, they receive a partial endwise thrust, tending to tear them from the body or chassis Specification of Letters Patent.

Application filed December 3, 1908.

Patented Sept; is, 1909. Serial No. 405,794.

and .to separate the forward ends of the leaves of the ,s rings, thus, not only inducing fracture 0 some part of the structure,

but also the frictional or breaking contact between the leaves at the time when most needed is impossible because of their separation. In this way severe strains arise upon the mechanical parts involved as- Well as upon the tires and the continued forward movement of that part of the vehicle sup ported above the springs is impeded. 'lhe'se results, taken toget ier are not only injurious npon the mechanism, tending to loosen the joints, crack the paint, and generally rack the structure, but also make the riding rough and disagreeable.

The momentum of an automobile moving rapidly in a horizontal direction cannot sud-- denly be changed to a vertical movement without severely disturbing both passengers and the vehicle, hence it is customary to con struct the seats of touring cars with upholstery high in front; also foot braces are frequently provided, so that the passengers may brace themselves in'their seatsto resist the impulses referred to.

Under my invention I so dispose the springs relative to the body or chassis that when depressions, elevations orobstruct-ions are encountered, the direction of thepres" sure uponthe springs will be at substantially ri ht angle to their axes, whereby the body 0 the vehicle is allowedto still progress, be-

cause of the compression of the springs,

while the forward progression of the wheels has been temporarily retarded. I'have found that these results are best obtained when the springs are so arranged (relative to the body standing of the invention, and 1 illustrate two forms of .axle and two forms of spring. I do this in order that the same figure may illustrate two methods inwhich the sprin s may be made, that shown at the rear a); e having the advantagethat it prevents the axle from turning. 'It will be at once underthis way roughness in stood however that either form of spring may be used upon both axles, provided the construction of the other parts be such as to permit of this.

1 represents one of the main sidebars of the chassis of an automobile, 2 the front axle, 3 the rear axle, 3 the sleeve therefor, 4 a quarter elliptic spring made up of a series of flat leaves which is rigidly bolted at its uppernend to a bucket 5 riveted or bolted to the chassis as shown. The loweror free end 0 of these front springs is rigidly bolted or clipped in any suitable manner to the' front axle 2. I prefer to make the springs at the rear axle duplex in form, that is to say, with two'lead Springs 1 and 8, each made up of a series of flat leaves, the same as the spring 4:, both sets being bolted to a bracket 9 which is riveted, or bolted or otherwise formed upon the chassis as shown. The object in having the rear spring a duplex spring is so that the free end, 10 and 11 respectively, of the'springs may connect through a pivotal connection with the upper and lower edges of the rear axle, so that that axle or rather the sleeve 3, will be maintained in a fixed position and prevented from turning. The construction of these springs is best illustrated in Figs. 3 and 4:,

where the parts are somewhat enlarged.

Attention is called to the fact that by arranginig the springs at an angle of substantially rty five degrees relative to the axis of the chassis, one end or side of the spring being rigidly attached thereto, the other or free end engaging with the axles and which are the only means whereby the axles are supported, and held in place, that I secure a series of very important results:

First: The springs will be more fully compressed'when obstructions are encountered because the strains come upon them in lines at right angles to their axes, in other words, in lines best adapted to the compression of the springs, without distorting them, and that'thereby greater ease in riding and increased frictional n'iovenient between the leaves composing the springs during their compression is secured, thus violentrebounds are avoided and smoothness and comfort in riding is secured.

Second: Since there is not so great tendency to rebound when obstructions are encountered and the traction is increased because of better road contact being main- .tained. Consequently there will be less Wear upon the tires because there is reduced. tendency to skid and heat.

Third: By actual tests with a Packard car weighing approximately 3800 pounds, equipped with the improved springs, the fact has been i'lemonstrated that the so-called solid rubber tires atlord substantially as comfortable aiding as pneumatic tires employed with the old method of spring suspension, the objectionable jar and rattling of looseparts noticeable in automobiles equipped with solid rubber tires and having the old method of spring suspension being obviated.

Fourth: Owing to the fact that the springs are connected-with the axles or'running gear at their freely movable or flexible ends, there is no rigid control of the axle, on the contrary, they are resiliently supported against movement in all directions, up or down or sidewise or at any intermediate angle. The sidewise movement which is permitted by .the twisting of the springs is of course limited as compared with the up .or down or compressing movements, nevertheless sidewise movements are permitted, and

this is of great importance because it is sufficient to materially relieve the machine from shocks incidental to sidewise contact against obstructions.

Fifth: Owing-to the fact that the springs are arranged at a rearward angle of substantially forty five degrees, the rear axle may be located farther to the rear than under the old forms of spring suspension, thus considerably increasing the wheel base without increasing the over all length of the vehicle. From this results several important,

advantages, easier riding, better control, less wear on the tires, less liability to skid, longer foot board and wider doors.

It will be obvious to those who are familiar with such matters that the essence of this invention may be embodied in constructions which differ materially, so far as the details are concerned, from that illustrated and de scribed herein, which is intended to show only the general features involved intthe invention.

claim: 1. In an automobile, a air of axles, a chassis, a body supported. d irectly upon the chassis, fiat metal springs arranged in separated sets at approximately opposite ends of the chassis, each spring being rigidly connected to the chassis at one end and engaging with one of the axles at the other end, all the springs being disposed at a downward and rearward angle of approximately forty five degrees relative to the axial line of the chassis.

2. In an automobile, a pair of axles, a chassis, a body supported directly upon the chassis, fiat metal springs arranged in separated sets at' approximately opposite ends of the chassis, each spring being rigidly connected to the chassis at one end and engaging with one of the axles at the other end, all the springs being disposed at a downward and rearward angle of approximatel' forty five degrees relative .to the axial ine ofthe chassis, the engagement of the springs with the rear axle being at the upper and lower sides of the latter.

at their butt ends and interposed between it supported by the free ends of the springs, all

3. In an automobile, a pair of axles. a chassis, a body supported directly upon the i chassis, [lat metal springs arranged in separated sets rigidly connected with the chassis and the axles respectively at an angle of substantially forty five degrees relative to the axis of the chassis, so that the axles are of the springs being in substantially parallel planes, whereby when the springs are 00111- pressed, the axles will move rearwardly and toward the chassis.

4. In an auton'iobile, a chassis, a body supported on the chassis, axles therefor, springs" arranged in separated sets at approximately opposite ends of the chassis and rigidly connected thereto in advance of the axles, the

free or resilient ends or the sets of springs extending downwardly to the axles, whereby alone the axles are controlled, all of the sprin s being in substantially parallel planes. 5. 11 an automobile, separated sets of leaf springs secured at their butt ends to the body or chassis and at their free ends to the front and rear axles respectively, the s rings being arranged at such a downwar and realwardly angle relative to the body or chassis that when the latter is depressed, it will move forwardly relative to the axles sub-- stantially the same distance that it'is depressed.

In testimony whereof I have signed my name to this specification in the presence of two subscribing; witnesses.

CHARLES A. LIEB.

Witnesses:

F. M. DONSBAOH, PHILLIPS Anno'r'r. 

